Truck bolster stabilizing means



Dec. 30, 1941. A v. 1 GREEN Re. 21,987

TRUCK BOLSTER STABILIZING MEANS Original Filed Nov. .'5, 1938 2 Sheets-Sheet 1 Dec. 3o, 1941. v. L. Rr-:EN Re. 21,987

TRUCK BOLSTER STABILIZING MEANS Original Filed Nov. 3, 1958 2 Sheets-'Sheet 2 p15/4 n Y? 22 1415?; '-97 fg 49 317 2y f4 7 "96 1 H n ni i, Vmv v e@ i 1 1| j@ 16 Pf Reissueci` Dec. 30, 1941 21,987 TRUCK BOLSTER STABILIZING MEANS Vernon L. Green, Milwaukee, Wis., assignor to General Steel Castings Corporation, Eddystone, Pa., a corporation of Delaware original No. 2,219,360, dated october 29, 1940, se-

rial No. 238,591, November 3, 1938. Application for reissue July 12, 1941, Serial No. 402,151 y (Cl. S-200) 7 Claims.

My invention relates to means whereby the bolster of a railroad car truck is yieldingly connected to one of the transom members of the truck; the use of the usual chang or wear plates on the opposing sides of the transom members.

my improved means to the transom of the truck,

or from the truck, through my improved means to the bolster during brake application; while at the same time permitting the requisite relative lateral and vertical movements between bolster and truck.

The above enumerated objects, as well as others, and the advantages of my improved stabilizer will all be readily comprehended from the detailed description of the accompanying drawings wherein:

Figure l is a top plan view of a portion of a truck frame with my invention applied thereto.

Figure 2 is a transverse sectional view taken on the line 2--2 of Figure l, looking in the direction of the arrows.

Figure 3 is a perspectiveview of one of the bracket members secured to the top of a transom member.

Figure 4 is a similar viewofr one of the bracket members secured to the bottom of the transom member. y f Figure 5 is a detail sectional` View, taken substantially on the line 5-5 of Figure 2, looking in the direction of the arrows.

As my invention is applicable to any conventional type of railroad car truck provided with a y truck bolster, specic description of the truck frame, beyond the usual transom members and the bolster, need not be entered into for an understanding of my invention and its functions and therefore merely the intermediate portions of the transom members are shown in plan in Figure 1 and in cross section in Figure 2 at Il), I0, with the l truck bolster mounted between the transom members being shown at II. provided with the usual center plate at I2; the bolster being arranged in spaced relation with the transom members. Y

My improved stabilizer, in the specific exemplication shown in the drawings, comprises brack- The truck bolster Il is ets I3, I3 shown in ,detail in Figure 3, and consisting of the vertically dispsed main wall Il, provided with a hole I5, and two side wing portions IB, IG whose lower edges are disposed in the same horizontal plane as the bottom edge of the main wall I4. A pair of the brackets I3 are rigidly secured, either formed integral with or welded to the top of one of the transom members III adjacent opposite ends as shown in Figure l, with the main wall I4 arranged at the outer longitudinal edge of the transom member and the reenforcing wing portions I6, IG disposed inwardly toward the bolster.

A pair of brackets I1, I1, shown in detail in Figure 4, are likewise secured to the bottom of the same transom member IIJ; these brackets, for sake of certain clearances, being shown arranged slightly to one side of the vertical plane of brackets I3, I3, see Figure 1. preferably consist of a single angular piece of metal formed to constitute a top Wall I8, adapted to be rigidly secured to the lower side of the transom member, and a depending or vertically disposed Wall I5 which is provided with a hole l 20; reenforcing side plates or wings 2l, 2| being preferably provided. The brackets II, I1 are preferably arranged with the depending wall I9 disposed inwardly toward the plane of the bolster while the reenforcing plates or wings 2|, y2l are disposed toward the outer longitudinal side of the transom member, see Figure 2.

The top of the bolster Il, and substantially in horizontal alignment with brackets I3, I3, is provided with a pair of brackets I3a, which are shown substantially similar to brackets I3 except of somewhat less vertical dimensions in order that the openings I5 in the brackets I3a preferably may approximate the horizontal planes of the holes I5 in brackets I3, I3. The brackets I3a., I3a are preferably intimately secured adjacent the longitudinal side of the bolster farthest removed from the transom member provided with brackets I3, I3; the brackets I3avbeing arranged adjacent opposite ends of the bolster as shown in Figure 1, with their wing portions preferably disposed toward the transom member on which brackets I3 are secured.

The bottom of the bolster Il, substantially in horizontal alignment with brackets I'I, I'I is provided with similar brackets I'Ia, I'Ia, of somewhat less vertical dimensions than brackets II. The brackets Ila are shown intimately secured at the longitudinal side of the bolster farthest from the transom member with the brackets II; the brackets Ila being secured with the reen- The brackets I1 each forcing side plates or wings' 2| disposed toward said transom; brackets I1a being arranged in substantial horizontal alignment with-brackets I1.

The device contemplates a ilexible connection between the bolster and truck which is provided by means of rubber cushions or comparatively thick rubber discs l22,'arranged on opposite sides oi.' the vertically disposed walls Iloi' brackets I3, I 3a and walls I! oi' brackets I1, Ila. The cushion elements or rubber discs 22 are each centrally apertured for passage of a long bolt 23, which also passes through the openings I5 of brackets I3 and I3a on top of the transom member and th'e bolster and through the openings 20 of brackets I1, I'Ia on the bottom of the transom member and the bolster, see Figure 2. 'I'hese bolts relation therebetween, a plurality of apertured brackets arranged in cooperative pairs on' the upper and lower surfaces of the bolster and one oi the transoms, elongated bolt-like members arranged transversely of the bolster and said transom with their ends disposed through the apertures of the correlated brackets and the ends of the members provided with shoulders, rubber discsV arranged on the ends of the bolt-like members on opposite sides of the apertured walls of the brackets, spacer means slidable on the boltlike members intermediate oi' the rubber discs arranged on the inner sides of said brackets, an-

23. (of which there are four in number, see Figure 1) are each shouldered adjacent their ends as shown at 24 and the reduced ends threaded to receive nuts and lock-washers as at 25, 26, after washers 21 have been applied; the openings in washers 21 being just sufficient to receive the reduced threaded ends of the bolts in order that movement of the washers lengthwise of the bolts will be prevented by the shoulders 24 oi' the bolts.

Prior to the passage of the bolts 23 VVthrough the rubber discs and the brackets, I provide the bolts with a spacer or separating spool 28 consisting oi' a suitable length tube whose ends are provided with apertured end plates 29 which are preferably welded to the tube; the tube and end plates permitting free passage of the bolt therethrough.

The length of the bolts'and their shoulders have definite relation to the proper positioning of the bolster relative to the transoms of the truck; while the length of the separating or spacer spool 2B and the washer holding shoulders provide a denite limit to the compression of the rubber cushions or discs.

As is apparent from the construction described, the bolster Il is yieldingly maintained in spaced relation with the transom members and the truck is put in motion by the pulling or pushing forces exerted on the car body operatively connected with the bolster by the center plate, and in turn pass from the bolster to the transom of the truck through my improved stabilizing means, without permitting metal to metal contact between bolster and transom by means of wear plates in structures as at present in use.

With my improved stabilizer the frequent slapping oir the plates, which increased as thewear plates became worn and more clearance between them resulted, is entirely eliminated and as a result a vquieter and smoother running truck is provided, while at the sam'e time obviating the1 necessity for frequent repair and replacement of wear plates; and although the i'ore and aft movement oi' the bolster is yieldingly restrained to an extent equal to the deection or compression of the rubber cushions or discs, the requisite lateral and vertical movements are not undesirably restrained by the relatively long connecting elements between the bolster and the transom.

Although the specific construction illustrated,A

from actual use, is believed to be the best embodiment of the invention, modification may be possible without, however, departing from the spirit of my invention asexpressed in the appended claims.

What is claimed is:

1. In a railway car truckv provided with spaced transoms and a truck bolster arranged in spaced nular members arranged on the ends of the boltlike members against the shoulders thereof, and means threaded on the ends of the bolt-like members for holding the annular members in compression relation with the rubber discs on the outer sides of said brackets.

2. In a railway car truck provided with spaced transoms and a bolster arranged in spaced relation therebetween, a plurality of tie rods ar ranged transversely above and beneath the bolster and one of said transomy members, bracket members secured to the bolster and to said transom member for slidingly receiving the ends of said tie rods, cushioning elements operatively intermediate of said tie rods and theA bracket members, and means associated with the tie rods whereby the cushioning elements are placed under compression during relative movement between thebolster and the transom member and the fore and aft movements of the bolster or the truck yieldingly transmitted from one to the other while free lateral and vertical movements between bolster and truck are permitted.

3. In a railway car truck provided with spaced transoms and a truck bolster arranged in spaced relation therebetween, a plurality of apertured brackets arranged in cooperative pairs on the upper and lower surfaces of the bolster and one of the transom members, tie rods arranged transversely of the bolster and said transom member with their ends disposed through the apertures of the correlated brackets, rubber discs arranged in pairs on the tie rods on opposite sides of the apertured walls of the brackets, and means ,associated with said tie rods whereby the discs are maintained in place and a disc at each end oi the tie rods placed under compression during the relative fore and aft movements oi the bolster and the truck.

4. In a railway car truck, a truck frame, a truck bolster, an apertured element on said frame, an apertured element on said bolster, an elongated bolt-like member having its ends disposed through the apertures of said elements, cushions arranged on the end portions of the bolt-like member on opposite sides of each of the apertured elements, one cushion associated with each element facing a cushion associated with the other element, a spacer extending from one o! said latter mentioned cushions to the other and being slidably mounted on said member, followers arranged on the ends of the boltlike member, and means on the ends of the boltlike member for holding said followers in compression relationlwith the cushions on said boltlike member.

5. In a railway car truck, spaced truck parts, a spacer insertible between said parts with its ends spaced therefrom, cushioning members of rubber-like material between the ends oi' said spacer and the corresponding parts opposing the same, a tie rod receivable4 lengthwise through said parts, cushioning members on said tie rod at the sides of said parts facing away from said spacer, and means on the ends of said tie rod for engaging the adjacent faces of the lattermentioned cushioning members, whereby some cf the cushioning members are placed under compression during relative movements of said parts longitudinally of the tie rod in one direction and the other cushioning members are'placed under compression during relative movements of the parts in the opposite direction, and such movements are yieldingly transmitted from one part to the other part, While relative movements between said parts transversely of said tie rod are permitted,

6. In a railway car truck, spaced truck parts movable in relation to each other, each having surfaces facing in opposite directions, one surface on each part facing towards the-other part, a connecting device with its end portions received in said parts, said device including cushions applied respectively to said part surfaces facing each other, a spacer extending from one of said cushions to the other and opposing the same, cushions applied to the other faces of said parts, followers at thevouter sides of said latter mentioned cushions, anda rod extending through lil a surface facing in the opposite direction, cush- .ions applied to said surfaces, a. rigid member `extending between and spacing the cushions applied to the opposing surfaces of said parts, followers at the outer sides of the other cushions, a rod extending through both of said parts and the cushions and followers thereon, and means limiting movement of the followers towards the ends of the rod, at least one of said means being y detachable from said rod to provide for insertion of said rod endwise in one direction through said parts, cushions and followers when said parts are in assembled relation, said rod, cushions, followers and means cushioning and resisting forces applied between said parts longitudinally of vsaid rod and member.

VERNON L. GREEN. 

